GE - CT7 Series - Training Manual

CT7-Series Engine Familiarization
Line Replaceable Units (LRU’s)
GET- 402
September 2, 2006
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Introduction
Table of Contents
Section Topic
Introduction Table of Contents
Introduction Glossary of Terms
1 Basic Engine
2 Airflow
3 Variable Geometry and Anti-Icing System
4 Fuel System
5 Electrical System
6 Lubrication System
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Glossary
AC Alternating Current ESHP Equivalent Shaft Horsepower
AFM Airplane Flight Manual FOD Foreign Object Damage
AGB Accessory Gearbox FI Flight Idle
A/I Anti-icing GI Ground Idle
AI/SBV Anti-Icing Start and Bleed Valve HMU Hydro Mechanical Unit
Amp Ampere IGV Inlet Guide Vanes
APR Auto Power Reserve IPS Inlet Particle Separator
APU Auxiliary Power Unit ITT Inter-Turbine Temperature
Cc Cubic Centimeters LRU Line Replaceable Unit
CDP Compressor Discharge Pressure LVDT Linear Variable Differential transformer
CDLP Compressor Discharge Leakage Pressure MV Metering Valve
CIT Compressor Inlet Temperature Ng Gas Generator Speed
CL Condition Lever Np Power Turbine Speed
CTH Constant Torque Holding ODV Overspeed and Drain Valve
CTOT Constant Torque On Take-off OEB Operations Engineering Bulletins
CVG Compressor Variable Geometry OEI One Engine Inoperative
DC Direct Current O/H Overhaul
DECU Digital Electronic Control Unit OSG Overspeed Governor
ECU Electronic Control Unit P1 HMU Inlet Pressure
ECS Environmental Control System P2 Metering Valve Pressure
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Glossary
P2.5 Compressor Stage 5 Air Pressure Vdc Volts-Direct Current
P3 Compressor Discharge Pressure VG Variable geometry
PCU Propeller Control Unit Wf Fuel Flow (Pounds per Hour)
PD Control Case Pressure
PF Fine Filter Supply Pressure
PGB Propeller Gearbox
PGC Propeller Gearbox Case
PM Servo Pressure
PR Regulated Servo Supply Pressure
PRV Pressure Regulating Valve
PSID Pounds per Square Inch
P/T Power Turbine
PTO Power Take Off
Q Torque
RPM Revolutions Per Minute
SB Service Bulletin
SHP Shaft Horse Power
T2 Compressor Inlet Temperature
T4.5 Power Inlet Temperature
Vac Volts-Alternating Current
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Objectives
Completion of this Training Manuel the student should be able to identify the:
…Rating and applications of the CT7-9 engine
…Aerodynamic stations where sensors and probes are located
…Maintenance concepts for the CT7-9 engine
…Location and purpose of the engine bearings
…Components of the cold section
…Components of the compressor section
…Components of the hot section
…Components of the power turbine section
…Components of the accessory section
…Components of the propeller section
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Ratings and Applications
The CT7 is classified in the 1500-2000 shaft horse power range, powering several
types of commuter aircraft. The CT7-9 series engines are rated as follows:
CT7-9B engine is rated at: -1870 SHP (Flat rated to 34°C), Max Take off
-1750 SHP (Flat rated to 33°C), Max Continuous
CT7-9B1 engine is rated at: -1950 SHP (Flat rated to 29°C), Max Take off
CT7-9B2 engine is rated at: -1950 SHP (Flat rated to 29°C), Max Take off
CT7-9C engine is rated at: -1870 SHP (Flat rated to 35°C), Max Take off
CT7-9D engine is rated at: -1940 SHP (Flat rated to 30°C), Max Take off
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The Gas Generator is rated at: -44,700 RPM
The Power Turbine Shaft is rated at: -22,000 RPM
The CT7-9 series engines are currently installed on the :

SAAB S340B
Casa Nurtanio CN235-100
IPTN CN-235
Czechoslovakian LET 610G
Sukhoi S-80
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CT7-9 Series Engine
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Engine Directional References:
The top of the engine is the 12 o’clock position.
In most operations, all directional references are based on clock positions.
Clock positions are clockwise,aft looking forward from this position.
All clock positions discussed in this training guide are viewed from the aft of the
engine, looking forward, unless otherwise noted.
Note: Engine Rotation is Clockwise Aft looking forward.
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Engine Directional Reference

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Concepts of Maintenance
There are a number of concepts, or methods used for engine disassembly/assembly
in a shop environment.
Due to design characteristics, older model engines would be disassembled starting

at the rear of the engine working forward to the defective area.
This concept of engine maintenance, lengthened in shop time and has caused
serviceable portions of the to degraded.
These older model engines required the operator to overstock spare parts for
selected areas of the engine. Resulting in a costly and ineffective maintenance
operation.
A more effective means of engine maintenance is the “Modular Concept”.

With this the operator not only maintains complete engines as spares, but also
major sub-assemblies or sections of the engines known as Modules.
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Current improvements in engine designs are such that an engine can be separated
into major sections or modules to the extent necessary, that only the defective
module needs replacing. After replacement the engine can be quickly reassembled
and ready for reinstallation.
The module concept reduces in-shop time rates for engine maintenance, improves
spare levels and reduces expenditures for spare parts stocking. When removing
modules, there are no exposed sumps and no balance weights to replace.
In addition to the power unit, a propeller gearbox is included as part of a complete

CT7 engine.
The CT7 Turbo Prop engine power unit consists of four basic modules:
Accessory Section
Cold Section
Hot Section
Power Turbine Section
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Aerodynamic Stations
All gas turbine engine manufactures adhere to the Aerospace Recommended
Practices (ARP) 755A when assigning aerodynamic station numbers.
This standard provides performance stations identifications and nomenclature

systems for gas turbine engines.
These stations are referenced by Numbers and Alpha characters.

The Alpha character is used to clarify whether air temperature, or air pressure is
being measured. They also indicate the manner in which they are measured.
Of the many characters available, the most common used by the CT7 are:
T = Temperature
P = Pressure
s = Static
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Aerodynamic Stations
The following list identifies the Aerodynamic Stations number and nomenclature of
where sensors and probes are installed:
Inlet Frame: 1
Compressor Inlet-Leading Edge of IGV’s T2
5TH Stage Bleed Air P2.5
Diffuser Case to Midframe Flange Discharge Ps3
Trailing Edge, Stage 1 Turbine Nozzle T4.1
Thermocouple Ports-Power Turbine Inlet (Interturbine Temp) T4.5
Power turbine casing to Exhaust Frame Flange Discharge T5
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Engine Bearings
The power unit rotor systems is supported by six main bearings located in three
bearing sumps.
The No. 1 ball and No. 2 roller bearings are housed in the A-sump and provide support
for the output shaft. The No. 3 ball bearing is also housed in the A-sump, on the
forward end of the compressor. With the No. 4 roller bearing housed in the B-sump
located between the compressor and the GG turbine, support the gas generator.
The No. 5 roller and 6 ball bearing housed in the C-sump provide support for the
Power Turbine rotor at the aft end. A splined output shaft supports the forward end of
the power turbine drive shaft. The bearing sumps are identified from the front of the
engine going aft.
Ball and roller bearing are used to minimize weight, particularly on thrust bearings,
minimize friction and power loss, reduce oil flow and cooling requirements.
Roller bearings are designed to support radial loads and contain a spring cage roller
support, which aids in keeping the bearing centered and also dampens vibration.
Ball bearings are primarily used to carry axial or thrust loads.
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Engine Bearings
SUPPORTS THE SUPPORTS THE FORWARD SUPPORTS THE SUPPORTS THE

OUTPUT SHAFT END OF THE COMPRESSOR GAS GENERATOR POWER TURBINE ROTOR
AFT END
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Cold Section Module
The major components of the Cold Section Module are:
The Inlet Section which includes: Inlet Frame

Main Frame
Output Shaft with the Power Takeoff
Scroll Case with the Inlet Particle Separator (IPS)
IPS air ducts and Ejector Plenum,
Inlet Guide Vane Casing Assembly
The Compressor Section which includes:

Compressor Rotor
Compressor Stator
Diffuser and Midframe Casing Assembly
The Cold Section Module helps form the Air Inlet System Flowpath.
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Cold Section Module
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Inlet Section
The Inlet Section includes the components forward of the compressor.
The components consist of: Inlet Frame, IGV casing, Scroll Case. These components
together with the Ejection System make up the Engine Inlet Particle Separator (IPS).
There is no straight airflow path into the compressor. Momentum carries foreign
particles (FOD) past the compressor inlet as air enters the engine through the inlet
frame. These particles are carried to the outer section of the main frame and into the
scroll case. The particles are drawn from the scroll case by the ejector action and
drawn into the engine exhaust.
Air that remains after the particle separation is carried to the compressor inlet via the
aft inlet frame vanes. The separator is designed to prevent inlet air contamination
from entering the compressor section. It is considered an inertial separator with no
moving parts. The output shaft is also part of the inlet section and is housed in the
inlet frame.
It is the drive coupling from the power unit to the propeller gearbox drive shaft.
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Inlet Frame
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Inlet Frame
The Inlet Frame is constructed from aluminum cast. It is bolted to the forward face
of the main frame and is housed in the inner bore of the main frame.
The inner hub of the inlet frame supports the A-sump output shaft assembly and
also supports the propeller gearbox drive shaft housing.
The inlet frame contains integral passages for water wash, facilitates the oil supply,
and oil scavenged for the A-sump. It has a No. 1 Carbon Seal leakage drain located
at the six o'clock position.
The inlet frame inner bore provide support for the No. 3 bearing and the power take
off drive assembly
Separator and main air flow is divided by a hollow splitter ring, which receives 5th
stage bleed air for anti-icing.
The splitter ring is an integral part of the inlet frame casting.
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Inlet Frame
Particles are carried to the outer section of the main frame and into the scroll case
where they are aspirated overboard via the ejector mounted on the exhaust frame.
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Main Frame
The Main Frame is a one piece aluminum casting with seven integrally cast scroll
vanes mounted together within the inlet frame.
The main frame has several purposes:
The outer portion contains the oil tank, scroll seal and support, propeller gearbox
strut mount pads, and mounting points for the accessory section module.
Cored passages located within the main frame provide for the flow of oil to and
from the A-sump and the accessory gearbox.
The inner portion houses the scroll vanes, and the inlet frame mounting flange that
attaches the IGV casing assembly.
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Main Frame
Hot oil from the bearings sump areas, provides for the anti-icing of the main frame
by its flow through each of the hollow scroll vanes prior to its entry into the oil tank.
The scroll vanes also act as an air to oil cooler to supplement the engine fuel to oil
cooler mounted on the accessory drive gearbox.
The inner surface of the frame forms a portion of the air inlet system.
A port (AXIS A), located at the 1:30 o’clock position, accommodates the radial drive
shaft.
Utilized in conjunction with the PTO to drive the accessory gearbox, mounted to the
top of the frame.
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Main Frame
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Output Shaft
The Output Shaft Assembly located in the inlet frame, transmits supplied power
through a shaft to the propeller gearbox (PGB).
The output shaft provides a mounting surface for the No. 1 and No. 2 main bearings.
The output shaft assembly is connected to the power turbine drive shaft and PGB by
splined joints.
However, removal of the output shaft is not necessary in order to remove the power
turbine module.
A pressurized, tandem-type carbon seal is attached to the bearing housing.
This provides the forward seal to A-sump.
The power turbine drive shaft, which has a rated speed of 22, 000 RPM, is a coaxial
unit and extends to the front end if the engine and engages into the output shaft
assembly.
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Output Shaft
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Collection Scroll Case
The Collection Scroll Case is a fiberglass shell, attached to the aft flange of the
main frame.
The scroll case directs bypass scavenge air downstream of the main frame scroll
vanes, along with any entrapped foreign particles directing them into the exhaust
duct ejector.
An opening at the 6 o’clock position provides for cooling air for the digital
electronic control unit ( DECU ) and provides access for foreign particle removal.
The scroll case also contains a holster for the inlet air temperature ( T2 ) sensor of
the hydromechanical unit.
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Collection Scroll Case
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Inlet Particle Separator ducts and Ejector Plenum
The Inlet Particle Separator (IPS) forward duct is attached to the left side of the
accessory gearbox.
The aft duct is held in position at the forward end by the forward duct and is
attached at the rear of the ejector plenum by a V-band clamp.
The ejector plenum is attached to the flange of the exhaust frame with a V-band
clamp.
The IPS forward and aft ducts and ejector plenum provide a flowpath for scavenge
air and entrapped foreign particles from the scroll case to the engine exhaust.
The forward duct also acts as a receptacle for air from the anti-icing bleed and start
valve.
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Inlet Particle Separator ducts and Ejector Plenum
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The IGV’s are a set of airfoils placed in front of the first stage rotor and are installed
between the mainframe aft flange and compressor stator assembly forward flange.
The IGV’s direct the air at the correct angle to the rotor.
The casing supports the outer spindles of the IGV’s and provides an internal passage
through which anti-icing air flows to the IGV’s.
The IGV casing assembly contains 18 copper alloy variable vanes.

Anti-iced air is provided by 5th stage bleed air.
The casing assembly also has a borescope port at the 1 o’clock position for
inspection of the aft portion of the inlet frame IGV’s and all stage 1 compressor rotor
blades.
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Compressor Section
The Compressor Section is located between the main frame and the forward
side of the diffuser and midframe assembly.
The diffuser case, which is bolted to the aft flange of the stator case, provides a
housing for the centrifugal compressor.
The compressor section consist of: The Compressor Rotor Assembly

The Compressor Stator Assembly
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Compressor Section
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Compressor Rotor Assembly
The compressor rotor assembly consists of five axial stages and one centrifugal
impeller stage.
The five axial stages consist of one-piece blade disk. The blade disk are connected
to each other by curvic teeth. The curvic teeth and the blade disk combine the
rotor blades and each disk as one rotating component.
The centrifugal impeller is a one piece component coupled to the axial compressor
by curvic teeth this combination of compressors increases performance and
provides optimum control of stall margins.
The centrifugal impeller stage has a backswept exit vanes and a diffuser.
The impeller shroud is also a captive part of the rotor assembly.
The compressor rotor assembly is supported by the No. 3 bearing at the forward
end, and the No. 4 bearing at the aft end.
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The five axial stages and one centrifugal stage is used to compress the air entering
into the engine before entering the combustor.
Curvic coupling teeth machined into the blade disk and impeller are use to position
these parts in relation to each other.
These couplings are sealed at assembly with polyimide rings to prevent air from
leaking into the core of the rotor except by design.
The Front shaft is integral with stage 1 blade disk.
A spacer is rabbeted between the flange diameters of the stage 1 and stage 2
blade disks, and between stage 2 and stage 3 blades disk.
The vortex spoiler, located between stage 4 and 5, bleeds seal pressurizing air into
the rotor interior. The front end threads into the stage 1 blade disk, and a nut on
the aft end clamps against the centrifugal impeller.
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The rear shaft is bolted to the centrifugal impeller.
This shaft carries the compressor discharge (rotating) seal, and is splined to accept
the gas generator turbine shaft, which mounts the No. 4 bearing.
On engines with a –9 modified hot section the rear shaft has a relocated spline.
The impeller shroud is also a captive part of the rotor assembly.
Steady state 100% speed of the compressor is 44,700 RPM
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Compressor Stator Assembly
The Compressor Stator Assembly consists of:
Two case halves
Stages 1 and 2 variable axial vanes
Stages 3, 4, and 5 fixed vane sectors
The compressor stator case assemblies together provide the structural support for
the engine.
The case halves are a matched set and serial numbers for both sides are the same
Each case half has a borescope port at the aft end on the 5th stage, so that stage 5
blades and vanes can be viewed.
The right hand case half has another borescope port for the stage 3 and 4 blades
and vanes.
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Bleed air is taken from three ports. Two of the ports are located on the left-hand
case half and the other port is located on the right hand case all from the 5th stage.
On the left-hand case half, one port provides air for anti-icing and the other port is
for customer use (It is usually blanked off).
A cast-on P2.5 boss for B-sump pressurization is also located on the left hand case
half.
On the right-hand case half the port is for customer use bleed air.
There are two bleed tubes on the right hand case half from the 4th stage.
90 degree vane segments are assembled into T-slots in the casing, and are secured
against rotation by keys in the casing split lines.
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Diffuser and Midframe Assembly
The diffuser case mounts to the rear flange of the compressor casing and the forward
flange of the midframe.
The midframe assembly is bolted to the diffuser case and houses the combustion liner
and contains the B-sump.
The diffuser reduces the speed of the centrifugal impeller airflow, causing air pressure
to increase. This pressurized air is directed to the diffuser case.
The midframe assembly contains a series of flow straightening vanes that convert the
radial flowpath of diffuser discharged air into an axial flowpath to the combustion
chamber.
The diffuser and midframe casing assembly casing are a matched assembly.
A port at the six o’clock position on the diffuser case serves as a drain for the
combustor chamber.
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The midframe also has ports for attaching 12 fuel injectors and 2 Ignitors plugs.
Accessing the ignitor ports will allow borescoping the combustion liner, fuel
injectors, stage 1 nozzle assembly, and stage 1 turbine blades.
The midframe assembly has five service tubes:

Oil supply to the B-sump.
Draining of the B-sump seal pressure cavity.
Provides compressor discharge seal leakage air to the turbine case.
Supplies seal pressurization air to the B-sump from the P2.5 bleed area.
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Hot Section Model
The Hot Section Module consist of: Combustion Liner
Stage 1 nozzle assembly
Stage 1 rotor
Gas generator turbine stator
Stage 2 rotor
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Hot Section Model
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Combustion Liner
The combustion liner is a singular annular combustor chamber cooled by secondary
airflow from the diffuser case.
Twelve fuel injectors are installed into swirlers on the combustion liner dome.
There are two igniters ferrules located radially on the liner for installation of both
igniter plugs.
The swirlers located on the outer liner, atomize the fuel discharged from the injectors
into the combustion liner. Fuel leaving the injectors is surrounded by a concentric air
vortex pattern, and thus fuel particles are broken down into an extremely small size
prior to reaching the combustion zone.
This method of fuel air mixing insures a low smoke level in the exhaust.
The combustion liner receives the engine airflow from the compressor, adds heat
energy to this airflow and delivers the hot gases to the turbine.
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Combustion Liner
The combustion liner is cooled by a film of compressor discharge air on the dome,
the inner liner and outer shells.
For combustor inspection, the ignitor ports are used as borescope ports located on
the midframe casing.
The combustor may be removed for repair or replacement with the rest of the hot
section module without the removal of the injectors.
The combustion liner is coated with a thermal barrier coating which helps in
reducing the heat transfer rate to the liners and dome.
This coating reduces the peak temperatures, thermal gradients, and serves to
diminish the severity of any hot streaks that may be present.
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Combustion Liner
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Stage 1 Nozzle Assembly
The stage 1 nozzle assembly consists of 12 air cooled segments.
There are two vanes in each segment making a total of 24 vanes.
The nozzle segments and associated nozzle segment seals are assembled onto the
stage 1 nozzle support and are held in place by the stage 1 nozzle ring with 12
socket head bolts.
The stage 1 nozzle assembly directs the combustor discharge gas-flow onto the
stage 1 rotor assembly.
This nozzle can be removed as a complete assembly for maintenance, or to allow

unobstructed access to the combustor liner for routine maintenance.
The segmented design also permits individual replacement of segments for nozzle
repair.
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Stage 1 Nozzle Assembly
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Gas Generator Turbine Rotor Assembly
The gas generator turbine rotor assembly consists of stages 1 and stage 2 turbine
rotor assemblies.
The gas generator turbine drives the compressor and the AGB. It is a two stage, air
cooled, simple rugged construction high performance rotor.
The stage 1 turbine rotor assembly consist of the turbine disk, 34 cast air cooled
blades, a forward and rear cooling plated and five clamping bolts.
The blades are axially dovetailed to the disk and are captive in the assembly when
the cooling plates are installed.
The cooling plates provide an airflow path for blade cooling air.
The second stage is similar in construction but has 38 blades.
Both stages are attached to the gas generator turbine shaft by the means of five
long rotor bolts which are captive in the shaft. Concentricity is achieved by
precision curvic coupling teeth on the shaft and each disk.
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Gas Generator Turbine Rotor Assembly
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Gas Generator Stator Assembly
The stator assembly consists of: 13 air cooled stage 2 turbine nozzle segments
Stage 1 and 2 shroud segments
Stage 2 stationary air seal
The purpose of the gas generator stator assembly is to direct airflow leaving the
stage 1 gas generator turbine rotor, to the stage 2 gas generator turbine rotor.
There are 13 turbine nozzles segments. Two vanes create one segment.
The segments are assembled to shroud supports forming a single sub-assembly for
ease of module removal, replacement and installation.
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Gas Generator Stator Assembly
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Power Turbine Module
The power turbine module consists of:
Two stage uncooled rotor with rotor tip shrouded blades

Power turbine stator
Exhaust frame/C-sump housing assembly
Power turbine drive shaft assembly
The purpose of the power turbine is to transmit power to the propeller main shaft
through a reduction gearing of 15.895:1.
This power is delivered by the drive shaft assembly, which extends forward to the
power unit to a splined joint in the A-sump output shaft assembly.
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Power Turbine Module
EJECTOR
TORQUE AND NP SENSOR
C-SUMP FWD
SCAVENGE
DRIVE SHAFT
COMPRESSOR
LEAKAGE AIR TUBE C-SUMP CHECK
C-SUMP AFT VALVE
SCAVENGE C-SUMP
UPPER TUBE
B-SUMP DRAIN TUBE
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Power Turbine Rotor Assembly
The power turbine rotor assembly consists of: The turbine interstage seal
The stage 3 turbine disk
The stage 4 seal and turbine nozzle
The stage 4 disk
The rotor assembly extracts the energy from the gas generator turbine rotor
The rotor assembly is mounted on the power turbine drive shaft assembly.
The drive shaft assembly is supported by the No. 5 and the No. 6 bearing, and by a
working splined joint at the A-sump output shaft.
Each disk incorporates shaft and seal features as an integral part of the disk, thus
reducing the number of parts, simplifying assembly and maintainability.
The disk are secured to the drive shaft by a single rabbeted bolted flange.
The stage 3 and 4 disks have tip-shrouded blades attached to the disk through
dovetails and are retained axially by locking strips inserted under the blade bent
against the disk.
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Power Turbine Rotor Assembly
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Power Turbine Stator Assembly
The Power Turbine Stator assembly consists of:
The power turbine rotor assembly
The stage 3 nozzle assembly
The stage 4 nozzle assembly
The power turbine case provides a housing for the power turbine rotor and the stage
3 and 4 nozzle assemblies. The casing also supports the thermocouple assembly.
The stage 3 nozzle assembly is made up of cast segments, 6 segments with 6 vanes
each.
Stage 3 and 4 blade tip shrouds are also housed in the case, four 90 degree sectors
per stage. The shrouds are of honeycomb construction.
Included in this assembly is a two piece turbine case cooling cowl that cools an area
of the casing from the stage 3 nozzle aft to the exhaust forward flange.
This cowl draws air through perforations in the skin by means of an internal exhaust
frame ejector to cool the casing surface.
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Power Turbine Stator Assembly
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Exhaust Frame
The exhaust frame contains the C-sump and bolts to the aft flange of the power
turbine case.
The exhaust frame supports the C-sump housing, which contains the No. 5 carbon
seal, the No. 5 and 6 bearing support. The exhaust frame also houses a face type
seal which is installed on the C-sump housing.
Eight struts support the C-sump four of the struts provide for seal pressurization, oil
tube, scavenge lines, and the torque and speed sensor.
The ejector is secured to the exhaust with a “V” band clamp. An inner blot circle is
provided for the attachment of an airframe supplied exhaust centerbody.
CT7-9B1/9B2/9D engines that are modified to SB 72-213 the exhaust frame C-sump
housing is a one piece integral assembly, utilizing the brazed oil tubes eliminating
the use of packings.
The exhaust frame casting has a thermal-free sheet metal flowpath to provide
improved performance at altitude.
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Exhaust Frame
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Power Turbine Drive Shaft
The power turbine drive shaft assembly consists of a drive shaft and a torque sensor
tube. The torque sensor tube located on the inside is secured with a pin.
The power turbine drive shaft is a hollow unit, splined at the forward end to couple
with the output shaft, and flanged at the aft end.
The power turbine drive shaft mates with the output shaft to provide for propeller
rotation and creates a basis to measure engine torque.
Both the power turbine drive shaft and the torque sensor tube have reference shaft
teeth 90 degrees from one another under a “no-load” condition. When torque
increases, the drive shaft twist, but the torque sensing tube does not.
A single sensor, installed in the exhaust frame contains a magnet and a wire coil
which provides an electrical pulse each time a drive shaft reference tooth passes by.
The sensor provides the shaft tooth phase angle change for torque measurement
as well as the power turbine signal.
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Accessory Module
The accessory section consists of a top mounted power unit accessory drive
gearbox ( AGB ) and attached accessories. The accessory module mounts on the
cold section module at the 12 o’clock position of the mainframe.
The AGB provides for starting and drives the accessories/components that mount on
the gearbox pads.
The accessories/components are called Line Replaceable Units ( LRU ). These

components can be replace while the power unit is installed in the aircraft.
The LRU’s are:
Hydromechanical Control Unit Alternator
Fuel Boost Pump Scavenge Screens
Overspeed and Drain Valve Oil Cooler Bypass Valve
Fuel Filter Power Unit Oil Scavenge Pump
Oil Temperature Detector Overspeed and Drain Valve (ODV)
Oil cooler Oil Filter Impending Bypass Sensor
Oil Pressure Transmitter Starter/Generator-airframe supplied
Electrical Chip Detector
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Accessory Module
The gearbox housing has internal passages for carrying oil and fuel.
Leakage from the starter/generator, HMU, and the fuel boost pump drive pads
flows into a common passage in the gearbox housing. Leakage drains to the right
side of the mainframe.
The HMU vapor vent drain is a separate passage that drains vapor vent fuel only.
The AGB is driven by the compressor rotor through the power takeoff bevel gear
and radial drive shaft assembly.
The accessory drive gearbox assembly transmits torque during starting to the gas
generator and drives the gears on the AGB to drive the components until the
engine is self sustaining.
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Accessory Module
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Accessory Module
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Accessory Gearbox Pad Orientation
Axis identification is as follows:
Axis A – Radial drive shaft 39,520 RPM

Axis B – starter generator drive 29,045 RPM
Axis C – idler gear
Axis D – alternator 21,366 RPM
Axis E – lube pump ( fwd ) 9,951 RPM
Axis E – HMU ( aft ) 9,951 RPM
Axis F – fuel boost pump 10,683 RPM
*At 44,700 RPM Ng
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Accessory Gearbox Pad Orientation
AXIS-BB
STARTER/
GENERATOR
AXIS-A RADIAL 11,909 RPM
DRIVE SHAFT
39,520 RPM
AXIS-D
ALTERNATOR
21,366 RPM
AXIS-E
AXIS-E HMU AND HIGH
OIL AND SCAVENGE PRESSURE FUEL
PUMP 9,951 RPM PUMP
9,951 RPM
AXIS-F
FUEL BOOST PUMP
10,683 RPM
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Propeller Gearbox
The Propeller Gearbox (PGB) housing is an aluminum casting and is connected to
the engine by means of a drive shaft, housing, and struts.
On the front end of the gearbox is a propeller flange where the propeller assembly is
bolted.
The propeller gearbox provides the gear reduction between the power unit and the
propeller.
The propeller gearbox and attaching parts use an engine input drive pinion to
transmit engine torque from the propeller gearbox drive shaft to a drive gear
through two identical compound gears.
Mounting pads are also provided on the PGB for: Pitch Control
Overspeed governor
Feathering System
Propeller Brake (Optional)
AC Generator
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Propeller Gearbox
Engine torque is transmitted from the input pinion located between the first stage
idler gears to the output bull gear through two identical compound idler gears.
A floating self adjusting pinion mount provides equal torque to the two idler gears.
The pinion is mounted in the direction of the gear line of action. This allows the
pinion to move until the load share is equal and the pinion loads are balanced.
The direction of rotation of both the input pinion and the propeller shaft is clockwise
when viewed from the rear of the gearbox.
On the upper left hand side of the propeller gearbox is an inspection port through
which the bull gear and the idler gear can be seen.
Power from the engine free turbine is transmitted to the propeller main shaft
through gearing at a reduction of 15.895:1, with a design output speed of 1384 RPM
at 22,000 Np.
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Propeller Gearbox
OVERSPEED GOVERNOR
PAD
LEFT HAND IDLER GEAR
REAR HOUSING
FORWARD HOUSING
PROPELLER BRAKE DISK
AND DRIVE ASSEMBLY
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Propeller Gearbox
Internal lubrication is provided by a two stage lube oil pump. The pump supplies oil
at a predetermined volume and pressure, transmitted through spray bars, nozzles,
and ejectors to lubricate all the various gears and bearings. The pump also supplies
oil to the Propeller Control Unit (PCU) which is mounted on the aft gearbox.
An optional hydraulically operated propeller brake can be mounted on the left hand
idler gear of the PGB.
“DO NOT FILL OVER THE FULL LINE”. Over servicing may cause excessive churning
and oil aeration, resulting in a reduction of oil pressure at rated speed.
On SF340 aircraft, an overfill indication may be due to drain-down from the fuel/oil
heat exchanger and feed lines. If this occurs the propeller must be rotated by hand
and then recheck the oil level.
The maintenance manual recommends changing the gearbox oil every 1500 hrs.
Normal oil pressure indication in the cockpit is about 55 psi at 82% speed.
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Propeller Gearbox
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Engine Drains
The CT7 engine is equipped with various drains which include the following:
The PGB oil pressure transducer drain connects to the lower section of the PGB oil
pressure transducer and will drain oil in the event of a failed indication.
The propeller brake drain drains the propeller brake pad.

The propeller shaft seal drain drains the main propeller.
The PGB accessory drive pad drain drains the AC generator pad and accessory drive
pad.
The torque tube housing drain drains an oil leaking form the torque shaft input pad.
The common drain is located below the oil tank filler cap. Drainage is through
internal cored passages for the HMU, starter generator, fuel boost pump, and oil tank
overfill.
The HMU vent drain provides fuel drainage during HMU priming (Condition Lever in
lockout).
The Fuel Manifold drain drains the manifold system and connects to an overboard
drain at the 6 o’clock position on the main fuel manifold.
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Engine Drains
The combustor drain drains the hot section in the event of flooding. During normal
engine operation, the drain will vent hot air, therefore a separate overboard drain line
is typically provided. The drain is located at the 6 o’clock position.
The B-sump drain provides a flowpath for excess B-sump oil in the event of sump
flooding. This drain vents directly in the exhaust plenum and has no connection to an
external drain line. Some leakage is normal but the engine must not exceed specified
limits.
The inlet frame drain provides drainage to the A-sump area, particularly oil leaking
past the No. 1 carbon seal.
The fuel filter drain provides drainage for fuel in the event of a ruptured fuel filter,
packing, or internal HMU leak.
The ODV drain vents fuel which is purged from the fuel manifold during normal
engine shutdown. Typically held in a catch tank mounted to the airframe or nacelle.
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Engine Drains
Power Plant Drain System for the SAAB 340

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Engine Drains
Engine Drain Locations
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Engine Drains
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CT7-Series Engine Familurization
Airflow, Cooling, Pressurization, and Venting
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Engine Airflow
Objectives:
At the completion of this lesson the student should be able to:

…Identify airflow paths for cooling, pressurization and venting of the CT7 engine.
…Identify the purpose of the compressor discharge air (P3).
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Engine Airflow
Identification:
Of the total airflow inducted by the engine, approximately 30% is used for the
combustion. The remainder is utilized for cooling pressurization and venting.
The air system provides for the following: Turbine and Combustor cooling air
Compressor Discharge Air (P3)
Bleed Air
Anti-icing and Start Valve Air
Oil Tank Venting
Accessory Gearbox Venting
Inlet Particle Separator Airflow
Power Unit Inlet Air to T2 Sensor
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Engine Airflow
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Engine Airflow
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Engine Airflow
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Engine Airflow
Combustor and Turbine Cooling
Identification:
Compressor discharge air cools the stage 1 and stage 2 nozzles, turbine blades,
shrouds and combustion liner. Cooling plates on the gas turbine generator rotor
assembly direct cooling air through the rotor blades.
Inner balance piston leakage air flows under the turbine disk.
This air cools and buffers hot gas from the turbine flow path.
The air flow re-enters the flowpath through the baffle seal at the stage 3 turbine
inlet.
Stage 3 shrouds are cooled by compressor discharge seal leakage air , piped
externally from the midframe.
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Engine Airflow
Combustor and Turbine Cooling

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Engine Airflow
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Engine Airflow
Identification:
Compressor discharge air (P3) comes from a pressure tap at the 12 o’clock position
on the midframe.
Purpose:
Compressor discharge air (P3) is supplied to the Hydromechanical control unit (HMU)
for use in setting the flow of fuel to the engine.
Additionally, P3 sensors may be used by the aircraft manufacture for autoignition

and for autocoarsen/autofeather system.
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Engine Airflow
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Engine Airflow
Bleed Air
Identification:
Bleed air is supplied through ducts that are located at the 3 and 9 o’clock position
at the aft end of the compressor case for low pressure air and a duct at the 12
o’clock position on the midframe for high pressure air.
Purpose:
Bleed air routed through the ducts supply the aircraft with compressor bleed air.
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Engine Airflow
Midframe High Pressure Air
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Engine Airflow
Anti-icing Bleed and Start Valve Air
Identification:
Anti-icing takes place in two ways.
First, hot axial compressor discharge bleed air flows through the splitter lip and into
the forward duct of the inlet particle separator (IPS), and bleed air flows to the IGV’s
and into the primary air flowpath.
Second, hot scavenge oil flows through the internal passages in the inlet frame
struts.
Purpose:
The anti-icing system prevents ice from forming in the engine air flowpath.
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Engine Airflow
Operation:
Anti-icing air from the splitter lip is directed by the air inlet deflector chutes to the
inlet particle separator.
This prevents anti-icing air from being re-ingested into the compressor.
Anti-icing is controlled by a solenoid operated anti-icing valve which is actuated by a

switch in the cockpit.
When electrical power is supplied (ON) to the solenoid, anti-icing air is turned off.
When the power is turned OFF the valve opens allowing anti-icing air to flow.
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Engine Airflow

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Engine Airflow

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Engine Airflow
Seal Pressurization
Identification:
Seal pressurization prevents oil loss from the sumps by controlling the airflow going
into them. Pressurization keeps hot gases, dust, and moisture out of the sumps
using high pressure air as a barrier to inward air.
Air for pressurizing the A-sump seals is bled internally from the stage 4 compressor
rotor. Bleed air enters the rotor through curvic coupling teeth aft of the rotor blade.
Air flows forward through the rotor to the A-sump No. 3 Labyrinth seal. It enters the
space between the seal through the holes in the stage 1 blade disk sealing the aft
side of the A-sump.
A small amount of air from this space pressurizes the No. 1 carbon seal, and the
emergency oil supply nozzles.
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Engine Airflow
Seal Pressurization
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Engine Airflow
Seal Pressurization
Identification:
The B-sump is sealed using stage 5 compressed air. The air is piped externally from
a port at the 11 o’clock position on the left hand case half.
The air enters the midframe and is routed through a shrouded tube into the space
between the aft member of the compressor discharge seal and the No. 4 bearing
forward oil seal providing a seal for the forward side of the B-sump.
The air then flows to a space between the aft labyrinth seal through an internal
passage to provide a rear B-sump seal.
A small amount of the air flows into the B-sump to prevent oil loss.
The remaining air cools the sump and keeps hot leakage air from entering.
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Engine Airflow
Seal Pressurization
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Engine Airflow
Seal Pressurization
Identification:
The cooling air at the forward seal leaks out of the forward space between the seals
and to the B-sump seal drain and exhausts via the ejector.
The cooling air at the aft seal leaks out of the seal to mix with inner balance piston
seal leakage and then out to the exhaust path at the inter-turbine seal at the stage
3 rotor.
Stage 4 bleed air also pressurizes the No. 5 carbon seal and the power turbine
balance piston seal in the C-sump. Bleed air is piped externally from the 1 and 5
o’clock position on the compressor case to the struts on the exhaust frame.
This pressure causes a forward force on the rotor area to reduce some of the axial
thrust load on the No. 6 bearing.
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Engine Airflow
Seal Pressurization
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Engine Airflow
Sump Venting
Identification:
Air from the sumps are vented through holes in the gas generator and power
turbine drive shaft. The air leaves the power unit through a common outlet in the
C-sump cover.
This venting process (Centervent) provides a way to separate oil from the vented air
by the rotary motion of the high speed shaft.
A-sump air flows aft between the compressor forward shaft and the power turbine
drive shaft. From there it flows through holes in the power turbine drive shaft and
then forward into the torque reference shaft.
This path captures oil vapor and pumps it back into the C-sump. From there the air
flows aft and vents out through the C-sump cover.
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Engine Airflow
Sump Locations
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Engine Airflow
Sump Venting
Identification:
B-sump air flows through holes in the compressor discharge seal and enters the
intershaft space through large holes in the compressor rear shaft. This flowpath
lowers air pressure and increases the forced of the centrifugal field. Air venting from
the B-sump flows forward in the intershaft space to pressurizing the space joining
the leakage flow from the inner balance piston seal.
C-sump air vents forward through the aft end of the power turbine drive shaft it then
flows into a standpipe connected to the C-sump cover.
A small dam in the torque reference shaft traps any remaining oil in the vented air.
The trapped oil returns to the C-sump through small weep holes. The oil free mist air
from an opening in the C-sump cover blows overboard into the power turbine unit
exhaust.
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Engine Airflow
Venting to Standpipe Connected to the C-sump cover
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Engine Airflow
Oil Tank Venting
Identification:
Air in the oil tank from the combined output of the six scavenge pumps flows
upward into the AGB and then down the radial drive shaft passage (Axis-A) into
the A-sump. Center venting occurs after air enters the A-sump.
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Engine Airflow
Oil Tank Venting

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Engine Airflow
Accessory Gearbox Venting
Identification:
The accessory gearbox is vented through the Axis-A pad via the mainframe oil tank
and eventually through the A-sump.
The AGB, mainframe oil tank and A-sump, since they are interconnected essentially
operate at the same pressure levels.
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Engine Airflow
Identification:
The inlet frame/main frame assembly is designed to separate foreign objects that
enter the inlet with the engine airflow.
The remainder of this system consist of the scroll case and an overboard duct that
directs contaminated airflow to the exhaust area of the engine.
The inlet frame is contoured so that the incoming air moves radially outward and
then radially inward as it moves aft to the compressor.
This forces the particles to move outward and separate from the main airflow.
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Engine Airflow
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Engine Airflow

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Engine Airflow
Power Unit Inlet Air to T2 Sensor of HMU
Identification:
Power unit inlet air from the inlet frame flows through a tube to the T2 sensor.
From the sensor air flows back into the power unit at the compressor inlet.
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Engine Airflow
Power Unit Inlet Air to T2 Sensor of HMU

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Variable Geometry and Anti-Icing
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Compressor Variable Geometry System
Objectives:
At the completion of this lesson the student will be able to:

…Identify the purpose of the variable geometry system.
…Identify the purpose of the anti-ice and bleed start valves.
…Recall the anti-ice bleed and start valve operating modes.
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Identification
The Variable Geometry components include:
The stage 1 and stage 2 variable compressor vanes.
The inlet guide vanes (IGV’s).
The lever arms and three actuating rings.
Purpose
The variable geometry system permits optimum performance of the compressor over
a wide range of operating conditions. Use of variable stator vanes angles facilitates
rapid stall free accelerations and optimizes fuel consumption at partial power levels.
Operation
The three actuating rings are synchronized and positioned by the actuating
crankshaft which is linked to a positioning actuator located on the Hydromechanical
Unit (HMU).
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Operation
This actuator is in turn positioned by a fuel pressure operated servo system with
feedback which responds to compressor or gas generator speed (Ng), compressor
inlet temperature (T2), and the physical position of the variable geometry actuator.
Function
At maximum power, the variable stators are actuated to their farthest open condition
to admit the greatest airflow to the engine.
At this time, the start bleed valve is fully closed so that all the compressor air is
delivered to the combustor and turbine sections.
When less than maximum power is required, the compressor speed (Ng) is less than
100%, the pumping characteristics of the individual compressor stages are changed
to meet that requirement.
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Function
Air pumping capacity is higher in the forward stages of the axial compressor than
in the aft stages.
To remedy this condition the variable geometry system acts by closing down the
variable stators in the forward portion of the compressor.
Similarly, changes in T2 affect the compressor by closing the variable stator vanes
with decreasing T2.
At compressor speeds below 82%, the HMU actuating system also commands the
start bleed valve in the open position.
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Anti-icing Bleed and Start Valve
Identification
The Anti-Icing Bleed and Start Valve (AIBSV) is located on the left side of the engine.
It is attached to the high pressure bleed port on the compressor stator case, the
anti-icing bleed duct, and the IGV anti-icing duct with sleeved couplings.
Purpose
The anti-icing system prevents ice from forming in the flowpath of the engine inlet.
Anti-icing air from the splitter lip is directed by deflector chutes to the inlet particle
separator. This prevents anti-icing air from being re-ingested into the compressor.
The AIBSV also bleeds air from the compressor during start-up to reduce back
pressure on the axial compressor at low speeds preventing compressor stalls.
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Operation
Anti-icing is controlled by a solenoid operated valve which is actuated by a switch in

the cockpit.
When electrical power is supplied to the solenoid, anti-icing air is turned off. When
the power is off, the valve opens, allowing anti-icing air to flow.
The valve is open for start bleed flow to approximately 90% Ng (corrected). For anti-
icing conditions, bleed air flow is electrically actuated above 90% Ng.
Note: During operation the AIBSV can reach 300 degrees Fahrenheit.
Allow the valve to cool before performing maintenance removal.
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Anti-icing Airflow
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Start and Low Power, Anti-icing ON
Operation:
With the solenoid de-energized, “Chamber A”- pressure is vented through the
solenoid valve to ambient.
The secondary metered pressure in “Chamber B”- acting on the actuator piston,
moves the actuator open.
With the actuator open position anti-ice flow plus secondary metered flow
established by the mechanical input position is routed to the anti-ice port providing
additional anti-ice flow.
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Anti-icing “ON” during Start and Low Power

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Start and Low Power, Anti-icing OFF:
Operation
With the solenoid energized, inlet pressure is ported through the solenoid to
“Chamber A”- keeping the actuator piston in the closed position.
The IGV’s drive the slotted sleeves to provide a prescribed flow through each port
as a function of the input stroke.
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VENT
Anti-icing “OFF” During Start and Low Power

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High Power, Anti-icing ON
Operation:
De-energizing the solenoid isolates the back side of the piston from the P2.5 source
and vents this cavity to ambient, causing the valve to open.
This allows for anti-ice flow to go to the IGV’s and the splitter lip.
The VG linkage is held in the closed position preventing airflow to be vented into the
IPS duct.
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Anti-icing “ON” During High Power

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High Power, Anti-icing OFF
Operation:
During high power operation, energizing the solenoid opens the cavity behind the
piston to P 2.5 air.
This provides adequate pressure to overcome the spring force and close the
metering valve.
The IGV’s have moved the VG linkage preventing any flow to the IGV’s, and splitter lip
or overboard to the IPS duct.
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Anti-icing “OFF” During High Power

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Fuel System
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Fuel System
Objectives:
…Identify the fuel system line replaceable units.
…Locate the fuels system line replaceable units.
…Recall the purpose of the HMU.
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Fuel System
Identification:
The fuel system consists of the following LRU’s:
Hydromechanical Control Unit (HMU) Fuel Boost Pump
Fuel Filter Fuel Flow Meter
Overspeed and Drain Valve Oil Cooler
Double-walled fuel Manifold Fuel Injectors
These fuel system components, other than the fuel manifold and injectors, are
mounted on the accessory gearbox (AGB).
Purpose:
The fuel system operates in conjunction with the engine electrical system to provide
proper fuel flow to the engine, during starting, idle, normal flight and maximum
power.
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Fuel System
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Fuel System
Operation:
Fuel enters from the engine at the fuel boost pump. The boost pump pressurizes
the fuel which then flows through cored passages with in the accessory gearbox to
the airframe furnished fuel heater. From the fuel heater, fuel then passes through
the fuel filter.
The fuel filter has an integrated impending bypass sensor that actuates a warning
light in the cockpit when the differential pressure of 9+-1 PSI occurs.
Filtered, pressurized fuel then flows to the inlet of the high pressure fuel pump
within the HMU. Fuel from the HMU passes through an external hose to the AGB.
The flow continues through the fuel flow transmitter and then to the oil cooler. It
enters the overspeed and drain valve (ODV) through passageways within the AGB.
The fuel is then routed through the main fuel manifold to the twelve fuel injectors for
engine operation.
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Fuel System
Fuel System Operation

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Fuel System
Fuel Boost Pump

The fuel boost pump is mounted on the AGB forward side.
Purpose:
It provides reliable suction feed from the aircraft fuel tanks to the engine.
It also provides discharge pressure for the high pressure vain type pump.
Establishes minimum inlet pressure requirements. Establishes minimum component
vulnerability and fire hazards by continuous operation with fuel pressure in the lines
from tank to engine at a pressure less than the atmospheric pressure.
At 100 percent Ng (44,700 RPM) the fuel boost pump operates at 10,678 RPM.
Pump discharge pressure ranges from 45-90 psi at maximum continuous speed and
20 psi minimum at ground idle speed.
The pump inlet is the engine-airframe fuel interface.
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Fuel System
Fuel Boost Pump
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Fuel System
Operation:
The fuel boost pump is a centrifugal pump and is not self priming. Priming is
accomplished by positive head pressure that is supplied by the aircraft fuel pump.
The fuel boost pump is mechanically designed as a cantilevered pumping element on
a rigid shaft running mating in two oil lubricated sleeve bearings.
Oil is supplied from the engine oil system through a face port, mating with the
gearbox for bearing lubrication. Oil and fuel are separated by two dynamic carbon
seals with a center vent to the engine overboard drain manifold. Shaft splines are
lubricated by oil mist which is pumped through the splines by radial pumping holes in
the pump quill shaft and the mating engine gearbox shaft.
The pumping elements are ejector or jet pump, a mixed flow centrifugal inducer and a
radial flow impeller. A flow path from the impeller discharge is provided for ejector
pump motive flow. This bypass flow is approximately equal to twice the engine flow
at pump rated speed.
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Fuel System
Fuel Boost Pump Operation

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Fuel System
Fuel Filter
The fuel filter is mounted on the forward side of the accessory gearbox.
Purpose:
The fuel filter provides filtration for the engine fuel prior to entering the high
pressure vane pump in the Hydromechanical Control Unit (HMU).
The fuel filter contains a disposable 30-micron filter element, and a impending
bypass sensor and a bypass relief valve.
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Fuel System
FUEL FILTER HEAD
Fuel Filter Assembly
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Fuel System
Operation:
The impending bypass sensor contains a switch that illuminates a warning light in
the cockpit when a differential pressure of 8-10 psid is reached.
The switch will turn off the warning light at a differential pressure of 5 psid or less.
The bypass relief valve opens at a differential pressure of 18-20 psid which occurs
when the filter element is clogged.
When the valve is open, fuel is bypassed around the filter allowing continued
operation.
The filter head provides an interface with the airframe supplied fuel heater.
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Fuel System
FUEL FILTER
BYPASS INDICATOR
SYSTEM
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Fuel System
Hydromechanical Control Unit
The HMU is located on the aft side of the AGB.
Purpose:
The HMU schedules fuel for combustion, meters and shuts off fuel, controls and
corrects gas generator speed (Ng). The HMU has an internal actuator that positions
the inlet guide vanes, stage 1 and 2 compressor variable vanes, the anti-icing start
and bleed valve.
The HMU responds to several engine operating signals:
Gas generator turbine rotor speed (Ng)

Compressor inlet temperature (T2)
Compressor discharge pressure (P3)
Electronic control unit
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Fuel System
These signals affect fuel flow and the positioning of the variable vanes.
The HMU also responds to two separate control inputs from the aircraft cockpit; the
condition lever and the power lever.
NOTE:
For the CT7-9C, HMU PN 6068T72P13 incorporates a flight idle adjustment
capability for flight idle speed matching on CASA/IPTN CN 235 applications.
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Fuel System
Hydromechanical Control Unit (HMU)

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Fuel System
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Fuel System
Operation:
The HMU senses engine gas generator speed and provides pressurized, metered fuel
to the engine. The HMU also provides computed modulation to compensate for the
changes in compressor air inlet temperature.
By accepting modulation signals from the engine digital electrical control unit
(DECU), the HMU is able to control fuel metering to balance the load between aircraft
engines.
Because the engines cannot tolerate the full range of fuel flow changes, the HMU
limits the rate of change to acceptable levels.
It establishes minimum fuel flow rates during deceleration as a function of the gas
generator speed. It also establishes maximum fuel flow rates during acceleration as
a function of the gas generator speed and compressor air inlet temperature.
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Fuel System
Operation:
Among the other functions of the HMU, is the automatic control of the variable
geometry system, automatic protection against overspeed, and acceptance of input
to vent vapors prior to startup, start, operation at ground idle, operation during
normal flight and shutdown.
The HMU also has the capability to mechanically lock out the signal from the DECU in
the event of a DECU failure.
The metering system allows the fuel metering valve to meter fuel out to the engine
based on compressor discharge pressure (P3) and gas generator speed (Ng).
The P3 sensor is a partially evacuated bellows which expands and compresses in
response to P3 changes. The variable geometry system controls the pitch of the
vanes in the gas generator based on Ng and T2. This allows the engine to respond
quickly and efficiently to changes in power demand
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Fuel System
HMU / DECU Inputs and Outputs

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Fuel System
Hydromechanical Control Unit – High Pressure Fuel Pump
The HMU has a built in high pressure fuel pump. The pump is a vane type, pressure
balanced pump which is self priming, contamination resistant and
interchangeable.
Purpose/Operation:
The pump spline is driven directly by the gearbox at 9,947 RPM at 100% Ng.
The opposite end of the drive shaft serves as the rotational input to the HMU.
The fuel delivery system allows fuel at inlet flow (Pin) to enter through an injector
which is a Venturi system that forces incoming fuel into the pump inlet chamber.
This increase increases pump inlet pressure (Pb1) to help prevent cavitations at
high altitude conditions.
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Fuel System
Hydromechanical Control Unit – High Pressure Fuel Pump
Fuel at pump discharge pressure (Ps) enters the HMU through the barrier filter
which screens the engine fuel supply (P1) to 140 microns.
The barrier filter has a spring loaded filter relief valve that opens to allow unfiltered
fuel to pass, in the event of filter blockage.
The system also contains an ultimate valve which is a pressure relief valve located
within the pump.
This prevents damage to the pump if the fuel delivery system becomes blocked and
an over pressurization occurs.
This spring loaded ball on seat valve opens at the maximum allowable pressure to
recirculate Ps to Pb1.
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Fuel System
Hydromechanical Control Unit (HMU) High Pressure Fuel Pump

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Fuel System
Condition Lever Input (CL)
The condition lever ( CL ) spindle is located on the HMU aft side directly above the
power lever ( PL ) spindle.
Purpose:
The condition lever spindle responds to aircraft inputs to provide for stopcock of
fuel, vapor venting of the fuel system, and mechanical lockout of the Np bottoming
governor.
The spindle, through the pitch control unit, feathers and unfeathers the propeller
and sets propeller speed in the governing region.
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Fuel System
Operation:
An electrical signal from the DECU is used by a torque motor inside the HMU to
adjust fuel flow. The electrical signal is used for bottom governing and the constant
torque hold system.
If there is a failure in this system, it can be overridden from the cockpit by moving
the condition lever (CL) into the torque motor LOCKOUT and then retarding the CL to
the propeller governing range. This action stets a latch in the HMU and disables the
torque motor. To reset the latch, the CL must be placed in the fuel OFF position.
The HMU can be used to prime the fuel system before motoring or starting the
engine. The HMU is also vented this way if a newly installed system requires
priming. When the CL is advanced to VAPOR VENT, a valve in the HMU will open,
allowing the fuel system to be purged of air.
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Fuel System

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Fuel System
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Fuel System
Power Lever Inputs (PL)
The power lever ( PL ) spindle is located on the aft side of the HMU directly below the
condition lever spindle.
Purpose:
The power lever (PL) spindle of the HMU responds to aircraft inputs to provide for
automatic starting and to set the required fuel flow.
The PL also provides direct pitch control through mechanical connection to the
propeller control unit ( PCU ) in the Beta range.
The Beta Range is from MAX REVERSE pitch to FIGHT IDLE.
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Fuel System
Power Lever Inputs (PL)

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Fuel System
Overspeed and Drain Valve
The overspeed and drain valve ( ODV ) mounts on the aft side of the AGB.
Purpose:
The overspeed and drain valve (ODV) provides the check, drain, pressurizing and
flow bypass functions for the fuel system.
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Fuel System
OVERSPEED AND DRAIN VALVE MANIFOLD

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Fuel System

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Fuel System
Operation:
Under normal engine operating conditions, the overspeed and drain valve directs
fuel to the engine manifold.
During engine startup and operation, the ODV closes the manifold drain flowpath.
Metered fuel flow is then passed through to the main port “E” and directed to the
engine manifold with full pressure at the selector valve and the fuel cutoff valve.
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Fuel System
Overspeed and Drain Valve (ODV)-NORMAL OPERATING MODE

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Fuel System
Operation:
During an engine overspeed, protection is provided by diverting the metered fuel
flow, back to the inlet of the high pressure pump so that an engine flameout will
result.
This flow diversion is triggered when the solenoid valve is energized by a DC signal
from the DECU, and the engine is subject to an overspeed condition.
The solenoid valve controls the pressure downstream of an orifice located in the
selector valve piston.
When the fuel cut off valve is not energized, the pressure across the orifice is
equalized. A spring keeps the selector valve positioned to direct metered fuel flow
to the engine manifold.
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Fuel System
Operation:
When the solenoid valve is energized, pressure behind the selector valve piston is
reduced, producing a hydraulic force that overcomes the spring force, causing the
selector valve to switch position.
In this position, the selector valve closes the fuel flow path to the engine and
reroutes the metered fuel back to the inlet of the high pressure fuel pump.
When the solenoid valve is de-energized across the orifice the selector valve piston
is eliminated.
The selector valve is reset to the normal flow through position action of the spring
return force.
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Fuel System
Overspeed and Drain Valve (ODV)-OVERSPEED CONDITION

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Fuel System
Operation:
In the shut down mode, the ODV acts as a drain valve providing a flow path
between the engine manifold and the overboard drain, and as a check valve,
preventing upstream fuel from being drained.
The overspeed and drain valve purges the main fuel manifold when the engine is
stop cocked. This traps fuel upstream from the ODV during shutdown and this
avoids having to refill the oil cooler with fuel prior to each start.
It also drains the fuel from the main fuel manifold and the injectors on shutdown,
this prevents coking of the injectors.
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Fuel System
FUEL IN
Overspeed and Drain Valve (ODV)-SHUTDOWN

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Fuel System
Fuel Manifold (Double-Walled)
The fuel manifold is mounted on the midframe assembly.
Purpose:
The fuel manifold supplies fuel delivered from the HMU to the fuel injectors.
Operation:
Fuel lines and fittings are enclosed in a double-walled , vented and drained, fire
resistant system. The manifold consists of twelve fuel injectors interconnected by fuel
a fuel hose assembly enclosed in the inner and outer sleeves. The sleeves are slip fit
and sealed with preformed packings. There are eleven standard interconnecting
sections and one manifold and drain sleeve section at the 6 o’clock position.
The inner and outer sleeves, and the fuel drain sleeve collect any abnormal leakage
from a fuel hose or fitting and drains it overboard to eliminate any possible fire
hazards.
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Fuel System
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Fuel System
Fuel Injectors
Twelve fuel injectors are installed in the engine midframe assembly.
Purposes:
The fuel injectors receive the fuel from the fuel manifold and supply it to the
combustion liner swirler subassemblies. The swirlers consist of primary and
secondary vanes which create counter-rotating airflows.
Located between the primary and secondary vanes are Venturi sleeves. Fuel from
the injectors is delivered into these sleeves, and the counter rotating airflows create
shear layers which break up the fuel into finely atomized sprays.
The injectors are simplex design with a single spin chamber fed by two spin holes.
The swirled fuel from the spin holes exit through an orifice and discharge onto a 30
degree primary core. This cone flares outward at the exit. The contoured exit
provides a good quality fuel spray at very low fuel pressure in the starting regime.
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Fuel System
Fuel Injectors
Purposes:
The primary cone is housed in an air shroud which has six air holes. These six holes
feed air to the annulus between the primary cone and air shroud which augments
the atomization of the fuel.
This hydraulic design is simple, containing no valves, no flow dividers, no secondary

orifices and it is purged by compressor discharge air during shutdown to prevent
plugging.
The injector has a last chance screen with a 0.009 inch diameter mesh to protect the
orifice spin slots. Corrected orientation of the injector within the midframe casing is
assured through use of the two locating pins in the mounting flange.
It is not necessary to remove the injectors to facilitate the removal of the combustion
liner, likewise it is not necessary to remove the combustion liner to facilitate removal
of the injectors.
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Fuel System
Fuel Injectors
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Electrical System
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Electrical System
Objectives:
…Identify the line replaceable units of the electrical system.
…Locate the components of the electrical system.
…Recall the purpose of the electrical system.
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Electrical System
The CT7-9 uses electrically operated accessories that control power level, anti-icing
airflow, and ignite the fuel air mixture in the combustor. In addition, indication and
warning devices assist the pilot in monitoring the engine operation
The electrical system consists of: Digital Electronic Control Unit (DECU)
Alternator
Torque and Overspeed Sensor
Power Turbine Shaft Speed Sensor
Thermocouple Assembly
T4.5 Bias Trimmer
Ignition System
Electrical Cable Assemblies
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Electrical System
Digital Electronic Control Unit (DECU) CT7-9 Engines

The digital electronic control unit (DECU) is a solid state electronic device mounted
below the compressor case. The forward face of the DECU fits into the scroll case.
The DECU is cooled by the airflow flowing through the scroll case.
Purpose:
The DECU is a component of the Engine Control System.
The primary functions are to:

Regulate Wf to maintain torque (Q) at the Q reference set by cockpit controls.
Reduce Wf to limit T4.5
Increase Wf when Np is below the Np bottom references set by cockpit controls.
Purge fuel from the engine via the overspeed and drain valve to prevent Np from
exceeding an internally computed Np overspeed.
Provide automatic ignition.
Transmit signals to cockpit instrumentation to display actual Np, computed T4.5 and Q.
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Electrical System
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Electrical System
Purpose:
The DECU provides for:
Variable Bottoming Governing System
Power Turbine Rotor Overspeed Protection System
Constant Torque on Takeoff (CTOT)
Torque and temperature Limits
Automatic Np Bottoming Governor Disable Circuit
Output Signals
Automatic Power Reverse (APR)
Automatic ignition when engine flameout is detected
Cockpit indication for Np, T4.5 and Q
Provides T4.5 trim from an engine mounted potentiometer
Measures torque by discrimination of a Torque Sensor Signal
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Electrical System
Operation:
Electrical connectors on the aft end of he DECU, provide an interface for
connection to other engine control components, aircraft systems and diagnostic
equipment.
During certain engine conditions, the DECU provides control current to the HMU
torque motor (TM), this control changes fuel flow (WF) to maintain proper power
turbine shaft torque (Q).
Changes in TM current are caused by Np, T4.5, Q, or Wf errors.
The DECU calculates each error signal by subtracting the actual sensed engine
parameter from the selected demand or reference input.
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Electrical System
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Electrical System
The DECU has the following inputs: Thermocouples (T4.5)

Fuel Flow signal (LVDT)
Np Reference
T4.5 Trimmer
Torque Motor disable
Overspeed Test switches
The DECU has the following outputs: Torque Motor Current

LVDT Primary Excitation
Automatic Ignition
Np overspeed solenoid excitation
Np, T4.5, and Torque Flight deck Signal
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Electrical System
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Electrical System
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Electrical System
Variable Bottoming Governor System
Purpose:
A function of the DECU, the Np bottoming governor system provides constant
propeller speed during ground handling and reverse thrust.
Operation:
This system monitors the Np signal and is used during ground operation only. As the
operator varies the PL below flight idle, if Np drops below the Np bottoming governor
reference speed setting fuel flow is adjusted by torque motor actuation in the HMU.
This prevents the propeller from decreasing speed during reverse operation and is
used to increase propeller speed above 1000 RPM.
The governor receives a power turbine speed signal from the torque and Np sensor.
When Np falls below the reference speed, fuel flow is increased to maintain Np at
the reference speed.
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Electrical System
Operation:
The Np bottoming governor circuit is enabled by the DECU when Np is above 60%
(830RPM) and the condition lever is beyond the MIN PROP position. It is automatically
disabled by the DECU when Np is below 20% (277RPM).
This is a safety feature to prevent engine acceleration on the bottoming governor

with a feathered propeller, braked propeller operation and a Np speed signal failure.
A Variable Potentiometer is used to adjust reference speed.
For the CT7-9B the potentiometer is controlled by two switches, one in each PCU,
wired in a series. When both props are in reverse, at or beyond –10 degrees blade
angle, both switches will close and reset the bottoming governor comparator in the
DECU to its higher setting.
For the CT7-9C the potentiometer is controlled by the aircrafts power lever setting.
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Electrical System
Operation:
In forward propeller pitch the Variable Np Bottoming Governor maintains a constant
minimum reference speed of 75 b% (1040RPM) for a quieter, more efficient taxi.
During reverse pitch operation, the bottoming governor will increase propeller speed
of 87% for –9B, and up to 92% for –9C engines.
This provides more effective thrust for braking and backing up.
For the –9B following an open failure of the Np reference adjustment circuit the Np
reference signal into the bottoming governor comparator will revert to a constant
setting of 82% (1135 RPM).
For the –9C the signal validation unit will send a Nq speed signal from the power
turbine torque and speed sensor.
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Electrical System
Variable Bottoming Governing Logic

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Electrical System
Constant Torque System
Purpose:
The constant torque system a function of the DECU for the CT7 provides for a
constant torque setting during takeoff by counteracting the torque blooming
created by inlet ram air during takeoff roll.
The constant torque on takeoff system automatically trims the engine power up to a
pilot selected value which must be above the engine power set by the cockpit power
lever.
Automatic engine torque and temperature limiters prevent exceeding engine limits.
Operation:
The pilot selects the desired torque level until engine torque is approximately 15%
below the selected torque. The pilot then activates the system through a arming
switch. This switch activates the DECU constant torque circuit, signaling the torque
motor in the HMU to increase fuel flow.
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Electrical System
Operation:
Fuel flow increases until the engine torque matches the dialed torque setting or until
engine torque or temp. limit is reached.
The system can be overridden manually by advancing the engine power lever above
the dialed setting. It can also disarmed by retarding the power lever below the PL
quadrant switch point or by opening the cockpit arming switch.
The electrical system cannot cause the engine to reduce power below the power set
by the power lever.
The power lever setting serves as a back up in the event of a DECU failure during
takeoff.
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Electrical System
Operation:
A high side failure can be over ridden by the torque motor lockout position of the
condition lever.
A failure of the CTOT system can be overridden by PL or cock pit switches.
The DECU signals the HMU torque motor to adjust fuel flow maintain engine torque
at the preselected reference value.
The DECU holds constant torque until deactivated by opening either one of the two
switches or by advancing the power lever to set an engine torque greater than the
selected reference torque.
The constant torque system contains a T4.5 limiter and a torque limiter to avoid
exceeding the engine limits while the Constant Torque System is activated.
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Electrical System
Constant Torque On Takeoff Logic

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Electrical System
Overspeed Protection System
Operation:
The Overspeed Protection System protects the power turbine from destructive
overspeed. This system receives an Np signal from the torque and overspeed sensor.
When Np exceeds 25,000 RPM (1573 propeller RPM 114%), the output from the
protection system activates the overspeed solenoid in the overboard and drain valve,
bypassing fuel flow.
The DECU contains an automatic ignition circuit which turns on during an overspeed
test. This circuit operates for a period of 5 seconds after the overspeed has passed or
the overspeed test is compete.
Two cockpit test switches are provided for both “A and B” circuits. torque and
overspeed sensor sends a signal to the protection system.
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Electrical System
Overspeed Protection System
Operation:
The gas generator speed should increase slightly above ground idle prior to initiating
the overspeed test to ensure auto relight.
When both buttons are pressed, the overspeed reference is lowered to 15,400 + 200
RPM (969 Np) allowing an overspeed to occur in the normal power turbine speed
range. In addition, the Np bottoming governor is deactivated during the test.
During overspeed testing, the DECU is designed to automatically detect engine

cutback, terminates testing and turns on ignition to prevent engine shutdown during
testing.
An overspeed test indication (light) in the cockpit notifies the operator of successful
completion of the overspeed test. Caution must be taken not to perform this test in
flight. Power loss will result in overtemp or engine overtorque.
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Electrical System
DECU - NP Overspeed Protection System

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Electrical System
ALTERNATOR
Purpose:
The alternator is located on the forward side of the accessory gearbox.
The stator housing encloses the rotor and is bolted to the gearbox case.
It supplies power to the ignition exciter assembly and the DECU.

The alternator also supplies a gas generator turbine rotor speed (Ng) signal to the
Ng tachometer in the cockpit.
Operation:
The DECU uses aircraft electrical power until the compressor rotor speed, is high
enough for the alternator to provide sufficient power.
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Electrical System
ALTERNATOR
Operation:
The alternator contains three separate sets of windings:
Winding No. 1 Ignition Power
Winding No. 2 DECU Power and Ng Overspeed Protection System
Winding No. 3 Ng signal for the cockpit
When the magnetic rotor is spun by the gearbox inside the stator windings this
produces the necessary electrical power. The mounting bolts are captive in the ears
of the stator housing to simplify maintenance.
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Electrical System
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Electrical System
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Electrical System
Purpose:
The torque and overspeed sensor is located on the exhaust frame at the 1:30 o’clock
position. The sensor reads the power turbine rotor speed and torque.
The sensor also sends a pulse type signal to the DECU, where it is converted to a
torque signal and a speed signal.
The torque signal is sent to the cockpit indicator, and the speed signal is used by the
Np overspeed protection system.
Operation:
The torque and overspeed sensor gets its reading from two pairs of teeth. One pair is
located on the reference shaft and the other is located on the power turbine drive
shaft. As each tooth passes by the sensor it creates a pulse.
The frequency of the pulse is equal to the signal sent to the DECU.
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Electrical System
Maintenance Practices:
When installing the power turbine drive shaft speed sensor a measurement must be
taken to ensure proper seating.
Using a depth micrometer or equivalent, measure and record “dimension A” in

accordance with the appropriate technical manuals.
The dimension must be between 0.134-0.0228 on an inch.
Grasp the sensor at the bend and pull radially to ensure movement against the
spring, and release. The sensor must return to its seated position.
Remeasure dimension A this measurement must be within 0.010 of an inch of that

previous measurement recorded.
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Electrical System
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Electrical System

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Electrical System
Power Turbine Drive Shaft Speed Sensor
Purpose:
The power turbine drive shaft speed sensor is located at the forward end of the
propeller drive shaft housing at the 3 o’clock position.
The sensor extends through the housing to the forward end of the drive shaft.
The sensor reads the speed of the power turbine drive shaft and sends the signal to
the DECU. The speed signal is used for Np bottoming governing and for the propeller
RPM indicator in the cockpit.
The signal is sent to the DECU through the yellow cable.
Operation:
The sensor contains a permanent magnet and a wire coil, that produces a pulse of
current each time it passes a timing notch on the drive shaft.
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Electrical System
Power Turbine Drive Shaft Speed Sensor

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Electrical System
Thermocouple Assembly
Purpose:
The harness is a semi rigid assembly mounted on the power turbine module and
contains seven probes containing chromel-alumel junctions that measure gas
turbine inlet temperature (ITT).
The temperature signal is sent to the ITT limiting system where it is used by the
DECU during constant torque on takeoff operation.
The DECU then sends he signal to an ITT indicator in the cockpit.
Maintenance Practice:
Resistance checks for open or grounded circuits can be made through the S39
connector, using the DECU circuit continuity switch box.
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Electrical System
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Electrical System
ITT Limiting System

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Electrical System
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Electrical System
T4.5 Bias Trimmer
The T4.5 bias trimmer is located on the main frame.
It is designed to bias the T4.5 harness measurement in order to improve the

relationship between the unmeasured gas generator turbine inlet temperature (T4.1)
and the indicated turbine exit temperature (T4.5).
Operation:
The trimmer is a variable resistance potentiometer that is set at the test cell or by an
approved wing analyzer (PACT-7) so that T4.5 matches a calculated temperature
based on airflow measurements.
The signal from the trimmer is the sent to the DECU for ITT limiting and to the T4.5
display in the cockpit.
The trimmer uses pins 24 and 25 , in the J2 connector.

The thermocouple harness uses pins 28 and 29, in the J2 connector.
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Electrical System
DECU
TRIM T4.5
TRIM/BIAS T4.5 DISPLAY
T4.5
ITT LIMITING
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Electrical System
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Electrical System
Ignition System
Purpose:
The exciter unit is mounted on the right side with two igniters at the 4 and 8 o’clock
position aft on the diffuser case.
A switch in the cockpit turns the Ignition System on or off. Power is supplied to the
ignition exciter assembly by the alternator during start and autoignition. The ignition
system provides the necessary spark to start or continue engine combustion.
The start system is made up of the following items: Ignition exciter

Igniter leads
Igniter plugs
The ignition systems’ flameout protection is accomplished by the DECU it compares the
rate of change to a predetermined flameout schedule. When such a condition is
detected the system is energized for 7.5 seconds. When Ng decreases below 62% the
ignition system is deenergized to prevent subidle relight.
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Electrical System
Ignition System
Operation:
For normal starting, the ignition control circuit is tied in with the aircraft starting
system in order to de-energize the system at the starter dropout speed.
The ignition system is deactivated after startup by shorting the alternator output
through the ignition control circuit.
The ignition control circuit can be controlled by the pilot when ignition is not desired.
Additionally, the system can be armed to operate automatically in the event of an
engine flameout.
This feature monitors compressor discharge pressure (P3) and energizes the ignition
exciter if P3 drops below 70 psi.
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Electrical System
Ignition System Schematic

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Electrical System
Ignition Exciter and Ignition Leads
Purpose:
The exciter is mounted to a bracket that secures to the right hand compressor case.
The exciter is a capacitor discharge, low tension output unit that supplies spark
energy to each igniter.
It is a self contained ignition system powered by the alternator and connected by the
yellow harness. There are two ignition leads consisting of multi-strand insulated
conduit.
Operation:
Activation or deactivation is accomplished by opening or closing a short circuit across
its input terminals. The input impedance of the exciter is constrained to match the
alternator to a required ignition system performance.
The leads deliver an intermittent, AC powered capacitor pulse from the exciter to the
igniters.
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Electrical System
The exciter has the

following characteristics:
Open circuit peak voltage:
5,000 to 7,500 Volts.
Spark Duration:
85/150microseconds.
Spark Rate: 0.45 Joules
minimum each plug.
Spark Energy: .055 Joules
Minimum at exciter
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Electrical System
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Electrical System
Ignitor Plugs
Purpose:
The two igniters plugs located at the 4 and 8 o’clock position on the diffuser midframe
casing assembly. They are mounted using a drop in boss and retaining nut extending
inward through the outer panel of the combustion liner.
The igniters provide a projected electrical discharge needed to start or to maintain
combustion.
Operation:
The ignitor plug surface-gap is a semiconductor material, homogeneous in the form of
a button extending into the tip of the plug. It is erosion resistant capable of lasting for
a long period operating time.
The center electrode is pure tungsten, the outer electrode a tungsten alloy, both are
nickel plated to prevent oxidation a problem minimized further by tip cooling.
Cooling compressor discharge air enters six holes at the tip body and exits twelve holes
at the tip end
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Electrical System
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Electrical System
Blue Electrical Cable
Purpose:
The blue electrical cable (harness) transfers signals to the DECU for torque and Np
overspeed determination.
It transfers the actuation signal from the ECU to the overspeed and drain valve for
reducing fuel when a power turbine overspeed occurs.
There are no connections from the blue cable to the aircraft, it is a self contained
harness.
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Electrical System
Blue Electrical Cable

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Electrical System
Green Electrical Cable
Purpose:
The green electrical cable (harness) connects to the aircraft E3 electrical connector
and conducts instrumentation signals for the following:
Ng
Fuel filter bypass indication
Oil filter bypass indication
Engine chip detector signal
Oil temperature and pressure signal
Anti-icing valve position indication
Fuel pressure switch
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Electrical System
Green Electrical Cable

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Electrical System
Yellow Electrical Cable
Purpose:
The yellow electrical cable (harness) provides signal controls for the following:
Wiring for the operation of the engines’ ignition system.

Power for the DECU operation supplied by the alternator.
ITT signal to the DECU.
T4.5 trimmer signal to the DECU
Transfer control signal from the DECU to the HMU.
Power turbine drive shaft speed signal to the DECU
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BASIC ENGINE
Electrical System
Yellow Electrical Cable

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BASIC ENGINE
Electrical System
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BASIC ENGINE
Electrical System
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Objectives:
At the completion of this lesson each student will be able to:
….Identify the purpose, operation and function of the engine oil system.
….Locate the engine oil system Line Replaceable Units (LRU’s)
….Identify the purpose and function of the engine system LRU’s.
….Identify the purpose, operation and function of the propeller gearbox oil
system.
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BASIC ENGINE
Engine Oil System
Oil System
Identification:
The engine oil system contains many components mounted at various locations on
the engine. This is a self contained, recirculation dry sump system.
The engine oil system provides: Oil Supply

Oil Pressurization
Oil Scavenge
Indication
Propeller Gearbox Lubrication
Purpose:
The oil system is used to distribute oil to all lubricating parts, and in emergencies, it
supplies an air to oil mist to the main shaft bearings in the “A and B Sumps”.
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BASIC ENGINE
Engine Oil System
Oil System
Purpose:
The oil system consist of the following Line Replaceable Units (LRU’s):
Engine Oil Tank
Oil Supply and Scavenge Pump
Scavenge Inlet Screens
Emergency Oil System
Oil Pressure Transmitter (Airframe supplied)
Oil Filter
Oil Filter Bypass Sensor
Oil Cooler
Oil Cooler Bypass Relief Valve
Chip Detectors
Oil Temperature Detector
B-Sump Delta Tube (Airframe Supplied)
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Operation:
Oil from the oil tank is drawn to the pump. From the pump, pressurized oil flows
through the oil filter and into passages in the accessory gearbox. Inside the gearbox
the flow divides for gearbox lubrication and to lubricate the A, B, and C-sumps.
Oil is supplied to and scavenged from the A-sump through internal passages.
The B and C-sumps oil is supplied and scavenged through an external manifold
assembly, which connects to the rear of the Accessory Gearbox (AGB).
Oil flow passes from the oil manifold assembly through the oil supply tubes and the
B-sump check valve. Oil then enters the B-sump, through a tube in the strut at the 1
o’clock position on the midframe. Oil is scavenged from the B-sump through a tube
at the 9 o’clock position on the midframe.
Note: For engines modified to SB79-27 or 79-28 the oil goes through the C-sump
oil supply tube and the C-sump check Valve.
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BASIC ENGINE
Engine Oil System
Operation:
Oil flows to the C-sump from the oil manifold assembly through the C-sump oil
supply tube.
This tube is located at the 7:30 o’clock position on the exhaust frame.
Oil is scavenged from the C-sump through the C-sump forward scavenge tube (1:30
position), aft scavenge tube (10:30 position), and the seal pressure and scavenge
tube assembly (4:30 position) that are located in the struts on the exhaust frame.
Scavenge oil from the lube and scavenge pump flows through the electric chip
detector. It then flows through the oil cooler and into the main frame. Oil flows in a
serpentine fashion in and out through a hollow inlet scroll vanes returning to the oil
tank.
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BASIC ENGINE
Engine Oil System
Operation:
The top mounted AGB is scavenged by a gravity drain on to the right side (Axis A).
The gearbox cross-section is sufficiently thin that forward and aft scavenge is not
required for nose up/down attitudes. The Axis “E” and “G” gears acts as a gear
pump transferring oil into the Axis “A” gravity drain.
Accessory gearbox scavenge consist of a drain directly into the top of the lube tank
through a face sealed port to the main frame at the radial driveshaft location.
Baffling is used in the accessory gearbox to keep the radial drive axis windage from
interfering with the oil drainage from this end.
Once inside the tank expansion space, radial driveshaft windage is used to prevent
oil from moving.
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Identification:
The CT7 Turboprop engine is designed to have two oil jets, a primary and an
emergency.
The emergency oil system forms part of the normal operating system and
incorporates full time lubrication using one set of main bearing oil jets operating in
parallel with a second set.
Purpose:
The emergency oil system provides each main bearing with oil for lubrication and
cooling. The dual jet system also provides redundancy to minimize the effect of oil jet
plugging. The emergency oil system will operate until the reservoir is empty.
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BASIC ENGINE
Engine Oil System
Operation:
If the primary system fails, the No. 1 and 4 bearings will be lubricated by an oil mist
from the emergency oil system.
Small internal oil reservoirs in the A- and B-sumps are kept full during normal use.
Oil from these reservoirs passes through the primary nozzles and the oil mist nozzle
to lubricate the bearings. When normal pressure is lost, the oil mist nozzles continue
to supply oil from the reservoirs to the bearings in the A- and B-sumps.
They are pressurized with 4th stage bleed air form the seal pressurization cavities and
operate continuously with no valving required. The AGB and C-sump can continue to
operate with residual oil present within the system.
Note: Strict adherence to the prescribed engine operating limits (i.e., oil pressure)
is required.
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BASIC ENGINE
Engine Oil System

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BASIC ENGINE
Engine Oil System
Engine Oil Tank
Identification:
The oil tank is an integral part of the mainframe with a 7.3 (6.9 liters) quart capacity.
The oil tank has a drain plug, oil strainer, and oil transfer sleeves.
Purpose:
The oil tank serve as the engines’ oil reservoir that stores the oil necessary for
lubrication and cooling of the engine components.
The 7.3 (6.9 liters) quart capacity is sufficient to meet the lubrication requirement for
all power unit parts without an external oil supply.
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BASIC ENGINE
Engine Oil System
Engine Oil Tank
Operation:
Oil from the pickup screen enters a cast passage in the main frame which moves
the oil to the top of the engines at a point beneath the lube supply pump.
Oil flows through a short connector tube that transfers the oil from the main frame
to the accessory gearbox pump inlet port to the pump housing wall.
The oil tanks vented air, flows upward into the AGB and then down the radial drive
shaft passage into the A-sump.
The vent air travels to and finally exits through the C-sump.
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BASIC ENGINE
Engine Oil System
Engine Oil Tank
Function:
The transfer sleeve allows oil to pass between the main frame and the AGB.
The oil strainers keep debris from entering the oil and scavenge pump inlet.
Oil pressure fluctuations, on the cockpit gage may occur when the amount of oil in
the oil tank is below 3.5 quarts. Also, oil temperature may decrease with low oil
quantity.
The oil level indicator consist of a sight glass, located on at the 4 o’clock position on
the main frame indicating a range of 5.3 to 7.3 quarts (5.0 to 6.9 liters).
A flapper valve is used to minimize oil loss if the filler cap is unsecured during engine
operation. The oil cap assembly assures a positive seal following servicing.
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BASIC ENGINE
Engine Oil System
Full Level
7.3 Quarts
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Lube and Scavenge Pump
Identification:
The oil supply and scavenge pump is housed in the forward side of the AGB.
Purpose:
The oil supply and scavenge pump delivers pressurized oil to the engine bearings
and gears, and then recovers the oil for reuse.
Operation:
The oil supply and scavenge pump is a seven element gerotor type pump arranged
in tandem on a single common drive shaft.
One element for supply and six elements for scavenge all driven by the AGB.
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BASIC ENGINE
Engine Oil System
Operation:
Position of the pump elements were determined from several factors:
The lube supply element was placed in the least vulnerable location, isolating it from
the scavenge element at one end.
The B-sump element was placed at the other end to isolate it from the other scavenge
elements. This is the only element operating with an elevated inlet pressure.
Pump windmilling experienced on other engine scavenge pumps showed that

adjacent pumps tend to cut each other off due to inter-element leaks at low speed.
Therefore, the two A-sump elements are placed adjacent to each other, as are the
three C-sump elements. Reducing the sump being inoperative simultaneously.
Simplification of the gearbox coring requirements determine stackup positions for the
A-,B-,C-sumps.
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Function:
The gerotor pump uses a lobe shaped gear in a elliptical cavity to displace oil from
an inlet to an outlet port.
It is comprised of an inner gear with four lobes and five outer gear openings.
This arrangement allows oil to fill the one open pocket an move inlet oil through the
pump by rotating the elements until zero clearance forces the oil to the discharge
port.
From 0 to 225 degrees inter-lobal space increases from a minimum to a maximum

volume at that time it is open to allow oil to fill until it reaches maximum volume it
then closes the intake port and allows the discharge port to open increasing in
volume, oil is forced out of the discharge port.
This action takes places on all five inter lobal spaces between the gerotor providing
continuous oil flow.
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BASIC ENGINE
Engine Oil System
TYPICAL
GEROTOR OPERATION
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BASIC ENGINE
Engine Oil System
Scavenge Screens
Identification:
Six scavenge screens, .037 opening located at the front of the accessory gearbox.
Purpose:
The six screens prevent damage to the pump and help with fault isolation.
They collect particles before they enter the scavenge section of the oil pump.
The screens are individually labeled to show which sump they collect particles from.
Operation:
Scavenge oil and air enters the bore of each screen axially at the open end, and
exits into a cast annulas which discharges into the scavenge pump inlet.
These screens can be removed for inspection of suspected chip generation.
The B-sump scavenge screen is a special design accommodating fittings for a

B-sump differential pressure sensing system.
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Oil Pressure Transmitter
Identification:
The oil pressure transmitter, which is an airframe supplied item is located on the aft
side of the accessory gearbox.
Purpose:
The oil pressure transmitter provides differential pressure indication to the cockpit.
For the SAAB, the differential pressure is displayed in the upper half of the cockpit
dual indicator. The temperature of the supply oil is display in the lower half.
Operation:
An oil supply pressure tap is provided at the right forward face of the AGB. This tap is
connected by a cored passage to the oil filter outlet line. The pressure is sensed by a
variable reluctance transmitter, which references B-sump scavenge pressure.
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BASIC ENGINE
Engine Oil System
Operation:
The oil supply pressure indicated by the transmitter is B-sump Differential (Delta)
Pressure (Oil supply pressure minus B-sump scavenge pressure).
B-sump pressure and scavenge pressure are within 1to 2 psi of each other. B-sump
differential pressure is a good indication of pressure across the B-sump oil jets and the
amount of oil being supplied to the No. 4 bearing.
The minimum B-sump delta pressure limit of 20 psid provides warning of oil starvation
at all operating conditions. The maximum limit of 100 psid is usually encountered
during cold weather starts only.
Note: B-sump pressure is higher than all other pressures (lower differential
pressure across the jets) this system provides an earlier warning of low oil
pressure to all sumps than a system which only measures oil supply pressure
reference to ambient pressure.
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BASIC ENGINE
Engine Oil System

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BASIC ENGINE
Engine Oil System

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BASIC ENGINE
Engine Oil System
Oil Filter
Identification:
The oil filter is threads into the forward side of the AGB. The bypass valve assembly
threads into the AGB and supports the aft aft end of the filter.
Purpose:
The oil filter is used to remove foreign particles that collect in the oil.
Operation:
The filter consists of the following: Filter bowl
Disposable 3-micron filter
Bypass valve assembly
The oil filter works in conjunction with the oil bypass sensor.
The bypass assembly opens at a differential pressure of 94-145psi (655-1000kpa)
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BASIC ENGINE
Engine Oil System
Oil Filter
Function:
Oil fills the bowl then forces its way through the filtering element.
On a cold morning when the oil is highly viscous, or if filter clogging restricts oil
flow the bypass valve will open.
The bypass assembly opens at a differential pressure of 94-145psi (655-1000kpa).
If the bypass valve opens because of cold oil, it will close when the oil warms up to
100 degrees Fahrenheit and when pressure decreases.
Filtration level selected is 100% of all particles 3 microns or larger in size.

The filter is disposed of when saturation limits are exceeded in accordance with
the maintenance manuals.
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Identification:
The oil filter bypass sensor mounts on the forward side of the AGB.
Purpose:
The sensor is an electrical device that has a switch that illuminates a warning light
in the cockpit when an impending filter bypass condition exist.
Operation:
The sensor has a switch that closes and completes a circuit to an “OIL BYPASS”
caution light when oil pressure drops and pressure across the oil filter element
increases.
The sensor is actuated when differential pressure across the filter element reaches
60 to 80 psid. The signal is to be a warning of an impending bypass.
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BASIC ENGINE
Engine Oil System
Operation:
The oil filter impending bypass sensor is a differential pressure switch that senses
filter inlet pressure minus outlet pressure.
During engine start, when oil temperature is below the normal operating range, the
differential pressure can be high enough to activate the sensor. In this situation, the
warning light will remain on until the engine oil warms up and the differential
pressure decreases. The warning light will remain on until the oil temp. stabilizes.
The switch connects 28vdc aircraft power when tripped and reopens the circuit at 15
psi minimum differential. Resetting the sensor is automatic upon oil stabilization or
differential pressure returns to normal.
The sensor allows on condition oil filter changes because it will show a need to
change the filter before it becomes to dirty to be effective.
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BASIC ENGINE
Engine Oil System

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BASIC ENGINE
Engine Oil System
Oil Cooler
Identification:
The oil cooler mounts on the forward side of the AGB adjacent to the fuel boost
pump.
Purpose:
The oil cooler is a tube in shell heat exchanger that transfers heat from the oil to the
fuel.
Operation:
Fuel is used as a coolant from the Hydromechanical control unit.
A counter parallel flow multi-pass cooler design is used to minimize pressure drop
while obtaining maximum cooler effectiveness.
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BASIC ENGINE
Engine Oil System
Oil Cooler
Function:
Fuel flows through the tubes, while the oil flows over the tubes.
Mounted between the oil cooler and the AGB is the flowmeter mounting block.
The flowmeter is airframe supplied.
For oil coolers with part numbers 5044T42 or 6044T95 there is a leakage inspection
port at the 12 o’clock position.
This leakage port is used to detect a failure of the internal oil cooler seals.
These oil coolers are repairable.
For oil coolers with part number 5034T31 an internal brazed seal is used, eliminating
the need for a leak inspection port.
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Oil Cooler Bypass Relief Valve
Identification:
The oil cooler bypass relief valve is mounted on the forward side of the AGB.
Purpose:
It passes scavenged oil directly into the oil tank if the oil cooler becomes clogged.
Operation:
It is a poppet-type valve with a cracking pressure of 22-28psi.
Note: Housing modifications prevent inadvertent interchange with the cold oil
relief valve.
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BASIC ENGINE
Engine Oil System
Oil Cooler Bypass Relief Valve 72-00-00

BASIC ENGINE
Engine Oil System
Cold Oil Relief Valve
Identification:
The cold oil relief valve is mounted on the forward side of he AGB.
Purpose:
The cold oil relief valve protects the oil system from excessive pressure during cold
starts
Operation:
The valve opens and discharges excesses oil to the AGB sump. The oil in the AGB
sump is churned in the gears and assists in reducing warming time.
It is a conventional poppet type valve with a cracking pressure of 120-180psid.
The valves close tolerances achieve the desired cracking pressure without
adjustments or fittings.
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BASIC ENGINE
Engine Oil System
Note: The valve

includes a 10/32
threaded hole to allow
a bolt to be used as a
puller handle.
Cold Oil Relief Valve

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BASIC ENGINE
Engine Oil System
Chip Detector
Identification:
The electrical chip detector mounts on the front side of he AGB it is part of the
scavenge oil return system. The detector housing retained by two captive bolts
common with other accessories. It is located in a common scavenge passage from
the pump.
Purpose:
The engine diagnostic device most likely to provide first warning of an impending
part failure.
Operation:
The chip detector has an outer shell with an internal magnet, an electrical connector,
and a removable screen. The magnet simply attracts metallic particles.
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BASIC ENGINE
Engine Oil System
Chip Detector
Function:
The chip detector magnetically attracts electrically conductive ferrous chips so that
a bridge forms over a gap between the detector’s electrodes which closes a circuit it
turns ON an ENGINE CHIP caution light in the cockpit.
The chip detecting gap has a magnetic field induced in a tapered pole at each end.
A single ferrous chip 0.090 of an inch in length or longer will be attracted to bridge
the poles.
The local magnetic field is intense at the gap and will tend to orientate the particles
in the bridging direction. Smaller particles will tend to form chains until the poles are
bridged.
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Engine Oil System
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
Identification:
The oil temperature detector mounts on the front of the AGB.
Purpose:
To provide a signal to the cockpit indication of oil temperature.
Operation:
The oil temperature detector boss is mounted so that the sensing tip is immersed in oil
flow through a purge jet in the AGB.
The detector senses temperature and transmits the power unit oil temperature signal
to the temperature indicator.
Function:
The temperature signal is a function of the electrical resistance change of the nickel
element.
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Engine Oil System

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BASIC ENGINE
Engine Oil System

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BASIC ENGINE
Engine Oil System
Propeller Gearbox Lubrication System
Identification:
The propeller gearbox (PGB) uses a pressure fed lubrication system that is integral
with the gearcase assembly except for an airframe mounted heat exchanger.
The lubricating oil is the same types used for the power unit.
Purpose:
The purpose is to provide lubrication to the propeller gearbox and associated
accessories.
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BASIC ENGINE
Engine Oil System
Operation:
The oil tank within the gearcase (Wet Sump) holds 5 quarts of oil.
Oil system components are mounted on the propeller gearbox (PGB) require an
additional 2 quarts of oil.
The oil tank contains a reserve pump which is used by the auxiliary feathering pump
for emergencies.
Function:
Oil is pumped from the tank through an external line to the fuel heater. Oil returning
from the heater enters the a PGB mounted 20 micron filter. The filter provides filtered
oil before it is entering the gearbox or the propeller pitch control system.
The PGB oil filter is fitted with a differential pressure bypass valve and an impending
bypass indicator button allowing servicing before bypass operation occurs.
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BASIC ENGINE
Engine Oil System
Function:
Approximately one half of the lube pump discharge oil provides the lubrication and
cooling for the PGB’s bearings and gears. The remaining half passes through high
pressure element of the lube pump and is utilized for pitch actuation and the propeller
control system.
The volume of oil in the bottom of the sump is reserved for the emergency feathering
valve of the pitch control system. This oil is not accessible to regular lubrication pump.
After lubricating the bearings and gears, oil will gravitate to the reservoir for a 20
second dwell time for deaeration. The air is then vented to the atmosphere by a filler
vent plug at the top of the PGB.
The main pump (lube and pitch control),electric chip detector, and self sealing magnet
drain are on the bottom forward face of the PGB.
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BASIC ENGINE
Engine Oil System
Function:
The sight gage and filler cap are located on the right forward corner of the PGB, with
a FULL and ADD line to permit an easy visual check of oil.
The difference between full and add is one quart. The filler cap is location beside the
sight glass situated so that the possibility of over-servicing is reduced.
Note: The propeller control unit, overspeed governor, and emergency feathering
pump are all airframe furnished.
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BASIC ENGINE
Engine Oil System
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BASIC ENGINE
Engine Oil System
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Engine Oil System
Propeller Gearcase Lubrication System

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Engine Oil System
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BASIC ENGINE

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CT7-Series Engine Familiarization

Line Replaceable Units (LRU’s)

Comments may be addressed to: GE Aircraft Engines

The CT7-9 series engines are currently installed on the :

CT7-9 Series Engine

Clock positions are clockwise,aft looking forward from this position.

Note: Engine Rotation is Clockwise Aft looking forward.

Engine Directional Reference

Due to design characteristics, older model engines would be disassembled starting

A more effective means of engine maintenance is the “Modular Concept”.

In addition to the power unit, a propeller gearbox is included as part of a complete

This standard provides performance stations identifications and nomenclature

These stations are referenced by Numbers and Alpha characters.

SUPPORTS THE SUPPORTS THE FORWARD SUPPORTS THE SUPPORTS THE

The Inlet Section which includes: Inlet Frame

The Compressor Section which includes:

The main frame has several purposes:

The IGV casing assembly contains 18 copper alloy variable vanes.

The compressor section consist of: The Compressor Rotor Assembly

The Front shaft is integral with stage 1 blade disk.

The impeller shroud is also a captive part of the rotor assembly.

Steady state 100% speed of the compressor is 44,700 RPM

The midframe assembly has five service tubes:

This nozzle can be removed as a complete assembly for maintenance, or to allow

Two stage uncooled rotor with rotor tip shrouded blades

B-SUMP DRAIN TUBE

The accessories/components are called Line Replaceable Units ( LRU ). These

Axis identification is as follows:

Axis A – Radial drive shaft 39,520 RPM

LEFT HAND IDLER GEAR

The propeller brake drain drains the propeller brake pad.

Power Plant Drain System for the SAAB 340

Engine Drain Locations

Airflow, Cooling, Pressurization, and Venting

At the completion of this lesson the student should be able to:

Combustor and Turbine Cooling

Additionally, P3 sensors may be used by the aircraft manufacture for autoignition

Compressor Discharge Air (P3)

Midframe High Pressure Air

Anti-icing takes place in two ways.

Anti-icing is controlled by a solenoid operated anti-icing valve which is actuated by a

Anti-icing Bleed and Start Valve Air

Anti-icing Bleed and Start Valve Air

Venting to Standpipe Connected to the C-sump cover

Oil Tank Venting

Inlet Particle Separator Airflow

Inlet Particle Separator Airflow

Power Unit Inlet Air to T2 Sensor of HMU

Variable Geometry and Anti-Icing

At the completion of this lesson the student will be able to:

Anti-icing is controlled by a solenoid operated valve which is actuated by a switch in

Start and Low Power, Anti-icing ON

Anti-icing “ON” during Start and Low Power

Start and Low Power, Anti-icing OFF:

Anti-icing “OFF” During Start and Low Power

High Power, Anti-icing ON

Anti-icing “ON” During High Power

High Power, Anti-icing OFF

Anti-icing “OFF” During High Power